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Governments concerned. In developing such systems for adoption by the Organisation, the guidelines and criteria developed by the Organisation shall be taken into account.

(e)Ships' routeing systems should be submitted to the Organisation for adoption. However, a Government or Governments implementing ships' routeing systems not intended to be submitted to the Organisation for adoption or which have not been adopted by the Organisation are encouraged to follow, wherever possible, the guidelines and criteria developed by the Organisation.

(f)Where two or more Governments have a common interest in a particular area, they should formulate joint proposals for the delineation and use of a routeing system therein on the basis of an agreement between them. Upon receipt of such proposal and before proceeding with the consideration of it for adoption, the Organisation shall ensure details of the proposal are disseminated to the Governments which have a common interest in the area, including countries in the vicinity of the proposed ships' routeing system.

(g)Contracting Governments shall adhere to the measures adopted by the Organisation concerning ships' routeing. They shall promulgate all information necessary for the safe and effective use of adopted ships' routeing systems. A Government or Governments concerned may monitor traffic in those systems. Contracting Governments will do everything in their power to secure the appropriate use of ships' routeing systems adopted by the Organisation.

(h)A ship shall use a mandatory ships' routeing system adopted by the Organisation as required for its category or cargo carried and in accordance with the relevant provisions in force unless there are compelling reasons not to use a particular ships' routeing system. Any such reason shall be recorded in the ship's log.

(i)Mandatory ships' routeing systems shall be reviewed by the Contracting Government or Governments concerned in accordance with the guidelines and criteria developed by the Organisation.

(j)All adopted ships' routeing systems and actions taken to enforce compliance with those systems shall be consistent with international law, including the relevant provisions of the 1982 United Nations Convention on the Law of the Sea.

(k)Nothing in this regulation nor its associated guidelines and criteria shall prejudice the rights and duties of Governments under international law or the legal regime of international straits.

Regulation 8-1 - Ship reporting systems

(a)Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation, and protection of the marine environment. A ship reporting system, when adopted and implemented in accordance with the guidelines and criteria developed by the Organization pursuant to this regulation, shall be used by all ships, or certain categories of ships or ships carrying certain cargoes in accordance with the provisions of each system so adopted.

(b)The Organization is recognized as the only international body for developing guidelines, criteria and regulations on an international level for ship reporting systems. Contracting Governments shall refer proposals for the adoption of ship reporting systems to the Organization. The Organization will collate and disseminate to Contracting Governments all relevant information with regard to any adopted ship reporting system.

(c)This regulation and its associated guidelines and criteria do not apply to any warship, naval auxiliary or other vessel owned or operated by a Contracting Government and used, for the time being, only on government non-commercial service; however, such ships are encouraged to participate in ship reporting systems that have been adopted in accordance with this regulation.

(d)The initiation of action for establishing a ship reporting system is the responsibility of the Government or Governments concerned. In developing such systems, provisions of the guidelines and criteria developed by the Organization shall be taken into account.

(e)Ship reporting systems not submitted to the Organization for adoption do not necessarily need to comply with this regulation. However, Governments implementing such systems are encouraged to follow, wherever possible, the guidelines and criteria developed by the Organization. Contracting Governments may submit such systems to the Organization for recognition.

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(f)Where two or more Governments have a common interest in a particular area, they should formulate proposals for a co-ordinated ship reporting system on the basis of agreement between them. Before proceeding with a proposal for adoption of a ship reporting system, the Organization shall disseminate details of the proposal to those Governments which have a common interest in the area covered by the proposed system. Where a co-ordinated ship reporting system is adopted and established, it shall have uniform procedures and operations.

(g)After adoption of a ship reporting system in accordance with this regulation, the Government or Governments concerned shall take all measures necessary for the promulgation of any information needed for the efficient and effective use of the system. Any adopted ship reporting system shall have the capability of interaction and the ability to assist ships with information when necessary. Such systems shall be operated in accordance with the guidelines and criteria developed by the Organization pursuant to this regulation.

(h)The master of a ship shall comply with the requirements of adopted ship reporting systems and report to the appropriate authority all information required in accordance with the provisions of each system.

(i)All adopted ship reporting systems and actions taken to enforce compliance with those systems shall be consistent with international law, including the relevant provisions of the United Nations Convention of the Law of the Sea.

(j)Nothing in this regulation or its associated guidelines and criteria shall prejudice the rights and duties of Governments under international law or the legal regime of international straits.

(k)The participation of ships in accordance with the provisions of adopted ship reporting systems shall be free of charge to the ships concerned.

(l)The Organization shall ensure that adopted ship reporting systems are reviewed under the guidelines and criteria developed by the Organization.

Regulation 9

Misuse of distress signals

The use of an international distress signal, except for the purpose of indicating that a ship, aircraft or person is in distress, and the use of any signal which may be confused with an international distress signal, are prohibited.

Regulation 10

Distress messages: Obligations and procedures

(a)The master of a ship at sea which is in a position to be able to provide assistance, on receiving a signal from any source that persons are in distress at sea, is bound to proceed with all speed to their assistance, if possible informing them or the search and rescue service, that the ship is doing so. If the ship receiving the distress alert is unable or, in the special circumstances of the case, considers it unreasonable or unnecessary to proceed to their assistance, the master must enter in the log-book the reason for failing to proceed to the assistance of the persons in distress and, taking into account the recommendations of the Organization, inform the appropriate search and rescue service accordingly.

(b)The master of a ship in distress or the search and rescue service concerned, after consultation, so far as may be possible, with the masters of ships which answer the distress alert, has the right to requisition one or more of those ships such as the master of the ship in distress or the search and rescue service considers best able to render assistance, and it shall be the duty of the master or masters of the ship or ships so requisitioned to comply with the requisition by continuing to proceed with all speed to the assistance of persons in distress.

(c)Masters of ships shall be released from the obligation imposed by paragraph (a) of this regulation on learning that their ships have not been requisitioned and that one or more other ships have been requisitioned and are complying with the requisition. This decision shall, if possible, be communicated to the other requisitioned ships and to the search and rescue service.

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(d)The master of a ship shall be released from the obligation imposed by paragraph (a) of this regulation, and, if the ship has been requisitioned, from the obligation imposed by paragraph (b) of this regulation, on being informed by the persons in distress or by the search and rescue service or by the master of another ship which has reached such persons that assistance is no longer necessary.

(e)The provisions of this regulation do not prejudice the Convention for the Unification of Certain Rules of Law Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly the obligation to render assistance imposed by article 11 of that Convention.

Regulation 10-1

Master's discretion for safe navigation

The master shall not be constrained by the shipowner, charterer or any other person from taking any decision which, in the professional judgement of the master, is necessary for safe navigation, in particular in severe weather and in heavy seas.

Regulation 11

Signalling lamps

All ships of over 150 gross tonnage, when engaged on international voyages, shall have on board an efficient daylight signalling lamp which shall not be solely dependent upon the ship's main source of electrical power.

Regulation 12

Shipborne navigational equipment

(a) For the purpose of this regulation constructed in respect of a ship means a stage of construction where:

(i)the keel is laid; or

(ii)construction identifiable with a specific ship begins; or

(iii)assembly of that ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material whichever is less.

(b)

(i) Ships of 150 gross tonnage and upwards shall be fitted with:

(1)a standard magnetic compass, except as provided in subparagraph (iv);

(2)a steering magnetic compass, unless heading information provided by the standard compass required under

(1)is made available and is clearly readable by the helmsman at the main steering position;

(3)adequate means of communication between the standard compass position and the normal navigation control position to the satisfaction of the Administration; and

(4)means for taking bearings as nearly as practicable over an arc of the horizon of 360°.

(ii) Each magnetic compass referred to in subparagraph (i) shall be properly adjusted and its table or curve of residual deviations shall be available at all times.

(iii)A spare magnetic compass, interchangeable with the standard compass, shall be carried, unless the steering compass mentioned in subparagraph (i)(2) or a gyro-compass is fitted.

(iv)The Administration, if it considers it unreasonable or unnecessary to require a standard magnetic compass,

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may exempt individual ships or classes of ships from these requirements if the nature of the voyage, the ship's proximity to land or the type of ship does not warrant a standard compass, provided that a suitable steering compass is in all cases carried.

(c)Ships of less than 150 gross tonnage shall, as far as the Administration considers it reasonable and practicable, be fitted with a steering compass and have means for taking bearings.

(d)Ships of 500 gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with a gyro-compass complying with the following requirements:

(i)the master gyro-compass or a gyro repeater shall be clearly readable by the helmsman at the main steering position;

(ii)on ships of 1,600 gross tonnage and upwards a gyro repeater or gyro repeaters shall be provided and shall be suitably placed for taking bearings as nearly as practicable over an arc of the horizon of 360°.

(e)Ships of 1,600 gross tonnage and upwards, constructed before 1 September 1984, when engaged on international voyages, shall be fitted with a gyro-compass complying with the requirements of paragraph (d).

(f)Ships with emergency steering positions shall at least be provided with a telephone or other means of communication for relaying heading information to such positions. In addition, ships of 500 gross tonnage and upwards constructed on or after 1 February 1992 shall be provided with arrangements for supplying visual compass readings to the emergency steering position.

(g)Ships of 500 gross tonnage and upwards constructed on or after 1 September 1984 and ships of 1,600 gross tonnage and upwards constructed before 1 September 1984 shall be fitted with a radar installation. From 1 February 1995, the radar installation shall be capable of operating in the 9 GHz frequency band. In addition, after 1 February 1995, passenger ships irrespective of size and cargo ships of 300 gross tonnage and upwards when engaged on international voyages shall be fitted with a radar installation capable of operating in the 9 GHz frequency band. Passenger ships of less than 500 gross tonnage and cargo ships of 300 gross tonnage and upwards but less than 500 gross tonnage may be exempted from compliance with the requirements of paragraph

(r)at the discretion of the Administration, provided that the equipment is fully compatible with the radar transponder for search and rescue.

(h)Ships of 10,000 gross tonnage and upwards shall be fitted with two radar installations, each capable of being operated independently of the other. From 1 February 1995, at least one of the radar installations shall be capable of operating in the 9 GHz frequency band.

(i)Facilities for plotting radar readings shall be provided on the navigation bridge of ships required by paragraph (g) or (h) to be fitted with a radar installation. In ships of 1,600 gross tonnage and upwards constructed on or after 1 September 1984 the plotting facilities shall be at least as effective as a reflection plotter.

(j)

(i) An automatic radar plotting aid shall be fitted on;

(1)ships of 10,000 gross tonnage and upwards, constructed on or after 1 September 1984;

(2)tankers constructed before 1 September 1984 as follows:

(aa)if of 40,000 gross tonnage and upwards by 1 January 1985;

(bb)if of 10,000 gross tonnage and upwards but less than 40,000 gross tonnage, by 1 January 1986;

(3) ships constructed before 1 September 1984, that are not tankers, as follows:

(aa)if of 40,000 gross tonnage and upwards by 1 September 1986;

(bb)if of 20,000 gross tonnage and upwards, but less than 40,000 tons gross tonnage, by 1 September 1987;

(cc)if of 15,000 gross tonnage and upwards, but less than 20,000 gross tonnage, by 1 September 1988.

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(ii)Automatic radar plotting aids fitted prior to 1 September 1984 which do not fully conform to the performance standards adopted by the Organization may, at the discretion of the Administration, be retained until 1 January 1991.

(iii)The Administration may exempt ships from the requirements of this paragraph, in cases where it considers it unreasonable or unnecessary for such equipment to be carried, or when the ships will be taken permanently out of service within two years of the appropriate implementation date.

(k)When engaged on international voyages ships of 1,600 gross tonnage and upwards constructed before 25 May 1980 and ships of 500 gross tonnage and upwards constructed on or after 25 May 1980 shall be fitted with an echo-sounding device.

(l)When engaged on international voyages ships of 500 gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with a device to indicate speed and distance. Ships required by paragraph (j) to be fitted with an automatic radar plotting aid shall be fitted with a device to indicate speed and distance through the water.

(m)Ships of 1,600 gross tonnage and upwards constructed before 1 September 1984 and all ships of 500 gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with indicators showing the rudder angle, the rate of revolution of each propeller and in addition, if fitted with variable pitch propellers or lateral thrust propellers, the pitch and operational mode of such propellers. All these indicators shall be readable from the conning position.

(n)Ships of 100,000 gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with a rate-of-turn indicator.

(o)Except as provided in regulations I/7(b)(ii), I/8 and I/9, while all reasonable steps shall be taken to maintain the apparatus referred to in paragraphs (d) to (n) in efficient working order, malfunctions of the equipment shall not be considered as making a ship unseaworthy or as a reason for delaying the ship in ports where repair facilities are not readily available.

(p)When engaged on international voyages, ships of 1,600 gross tonnage and upwards shall be fitted with a radio direction-finding apparatus. The Administration may exempt a ship from this requirement if it considers it unreasonable or unnecessary for such apparatus to be carried or if the ship is provided with other radionavigation equipment suitable for use throughout its intended voyages.

(q)Until 1 February 1999, ships of 1,600 gross tonnage and upwards constructed on or after 25 May 1980 and before 1 February 1995, when engaged on international voyages, shall be fitted with radio equipment for homing on the radiotelephone distress frequency.

(r)All equipment fitted in compliance with this regulation shall be of a type approved by the Administration. Equipment installed on board ships on or after 1 September 1984 shall conform to appropriate performance standards not inferior to those adopted by the Organization. Equipment fitted prior to the adoption of related performance standards may be exempted from full compliance with those standards at the discretion of the Administration, having due regard to the recommended criteria which the Organization might adopt in connection with the standards concerned.

(s)A rigidly connected composite unit of a pushing vessel and associated pushed vessel, when designed as a dedicated and integrated tug and barge combination, shall be regarded as a single ship for the purpose of this regulation.

(t)If the application of the requirements of this regulation necessitates structural alterations to a ship constructed before 1 September 1984, the Administration may allow extension of the time limit for fitting the required equipment not later than 1 September 1989, taking into account the first scheduled dry-docking of such a ship required by the present regulations.

(u)Except as provided elsewhere in this regulation, the Administration may grant to individual ships exemptions of a partial or conditional nature, when any such ship is engaged on a voyage where the maximum distance of the ship from the shore, the length and nature of the voyage, the absence of general navigation hazards, and other conditions affecting safety are such as to render the full application of this regulation unreasonable or unnecessary. When deciding whether or not to grant exemptions to an individual ship, the Administration shall have regard to the effect that an exemption may have upon the safety of all other ships.

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Regulation 13

Manning

(a)The Contracting Governments undertake, each for its national ships, to maintain, or, if it is necessary, to adopt, measures for the purpose of ensuring that, from the point of view of safety of life at sea, all ships shall be sufficiently and efficiently manned.

(b)Every ship to which chapter I of this Convention applies shall be provided with an appropriate safe manning document or equivalent issued by the Administration as evidence of the minimum safe manning considered necessary to comply with the provisions of paragraph (a).

(c)On every passenger ship to which chapter I applies, to ensure effective crew performance in safety matters, a working language shall be established and recorded in the ship's log-book. The company or the master, as appropriate, shall determine the appropriate working language. Each seafarer shall be required to understand and, where appropriate, give orders and instructions and to report back in that language. If the working language is not an official language of the State whose flag the ship is entitled to fly, all plans and lists required to be posted shall include a translation into the working language.

Regulation 14

Aids to navigation

The Contracting Governments undertake to arrange for the establishment and maintenance of such aids to navigation as, in their opinion, the volume of traffic justifies and the degree of risk required, and to arrange for information relating to these aids to be made available to all concerned.

Regulation 15

Search and rescue

(a)Each Contracting Government undertakes to ensure that any necessary arrangements are made for coast watching and for the rescue of persons in distress at sea round its coasts. These arrangements should include the establishment, operation and maintenance of such maritime safety facilities as are deemed practicable and necessary having regard to the density of the seagoing traffic and the navigational dangers and should, so far as possible, afford adequate means of locating and rescuing such persons.

(b)Each Contracting Government undertakes to make available information concerning its existing rescue facilities and the plans for changes therein, if any.

(c)Passenger ships to which chapter I applies, trading on fixed routes, shall have on board a plan for

co-operation with appropriate search and rescue services in event of an emergency. The plan shall be developed in co-operation between the ship and the search and rescue services and be approved by the Administration. The plan shall include provisions for periodic exercises to be undertaken as agreed by the passenger ship and the search and rescue services concerned to test its effectiveness.

Regulation 16

Life-saving signals

Life-saving signals shall be used by life-saving stations, maritime rescue units and aircraft engaged in search and rescue operations when communicating with ships or persons in distress or to direct ships, and by ships or persons in distress when communicating with life-saving stations, maritime rescue units and aircraft engaged in search and rescue operations. An illustrated table describing the life-saving signals shall be readily available to

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the officer of the watch of every ship to which this chapter applies.

Regulation 17

Pilot transfer arrangements

(a) Application

(i)Ships engaged on voyages in the course of which pilots are likely to be employed shall be provided with pilot transfer arrangements.

(ii)Equipment and arrangements for pilot transfer which are installed on or after 1 January 1994 shall comply with the requirements of this regulation and due regard shall be paid to the standards adopted by the Organization.

(iii)Equipment and arrangements for pilot transfer which are provided on ships before 1 January 1994 shall at least comply with the requirements of regulation 17 in force prior to that date and due regard shall be paid to the standards adopted by the Organization prior to that date.

(iv)Equipment and arrangements which are replaced after 1 January 1994 shall, in so far as is reasonable and practicable, comply with the requirements of this regulation.

(b) General

(i)All arrangements used for pilot transfer shall efficiently fulfil their purpose of enabling pilots to embark and disembark safely. The appliances shall be kept clean, properly maintained and stowed and shall be regularly inspected to ensure that they are safe to use. They shall be used solely for the embarkation and disembarkation of personnel.

(ii)The rigging of the pilot transfer arrangements and the embarkation and disembarkation of a pilot shall be supervised by a responsible officer having means of communication with the navigation bridge who shall also arrange for the escort of the pilot by a safe route to and from the navigation bridge. Personnel engaged in rigging and operating any mechanical equipment shall be instructed in the safe procedures to be adopted and the equipment shall be tested prior to use.

(c) Transfer arrangements

(i)Arrangements shall be provided to enable the pilot to embark and disembark safely on either side of the ship.

(ii)In all ships where the distance from sea level to the point of access to, or egress from, the ship exceeds 9 m, and when it is intended to embark and disembark pilots by means of the accommodation ladder, or by means of mechanical pilot hoists or other equally safe and convenient means in conjunction with a pilot ladder, the ship shall carry such equipment on each side, unless the equipment is capable of being transferred for use on either side.

(iii)Safe and convenient access to, and egress from, the ship shall be provided by either:

(1) a pilot ladder requiring a climb of not less than 1.5 m and not more than 9 m above the surface of the water so positioned and secured that:

(aa)it is clear of any possible discharges from the ship;

(bb)it is within the parallel body length of the ship and, as far as is practicable, within the mid-ship half length of the ship;

(cc)each step rests firmly against the ship's side; where constructional features, such as rubbing bands, would prevent the implementation of this provision, special arrangements shall, to the satisfaction of the Administration, be made to ensure that persons are able to embark and disembark safely;

(dd)the single length of pilot ladder is capable of reaching the water from the point of access to, or egress from, the ship and due allowance is made for all conditions of loading and trim of the ship, and for an adverse list of

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15°; the securing strongpoints, shackles and securing ropes shall be at least as strong as the side ropes;

(2)an accommodation ladder in conjunction with the pilot ladder, or other equally safe and convenient means, whenever the distance from the surface of the water to the point of access to the ship is more than 9 m. The accommodation ladder shall be sited leading aft. When in use, the lower end of the accommodation ladder shall rest firmly against the ship's side within the parallel body length of the ship and, as far as is practicable, within the mid-ship half length and clear of all discharges; or

(3)a mechanical pilot hoist so located that it is within the parallel body length of the ship and, as far as is practicable, within the mid-ship half length of the ship and clear of all discharges.

(d) Access to the ship's deck

Means shall be provided to ensure safe, convenient and unobstructed passage for any person embarking on, or disembarking from, the ship between the head of the pilot ladder, or of any accommodation ladder or other appliance, and the ship's deck. Where such passage is by means of:

(i)a gateway in the rails or bulwark, adequate handholds shall be provided;

(ii)a bulwark ladder, two handhold stanchions rigidly secured to the ship's structure at or near their bases and at higher points shall be fitted. The bulwark ladder shall be securely attached to the ship to prevent overturning.

(e)Shipside doors Shipside doors used for pilot transfer shall not open outwards.

(f)Mechanical pilot hoists

(i)The mechanical pilot hoist and its ancillary equipment shall be of a type approved by the Administration. The pilot hoist shall be designed to operate as a moving ladder to lift and lower one person on the side of the ship, or as a platform to lift and lower one or more persons on the side of the ship. It shall be of such design and construction as to ensure that the pilot can be embarked and disembarked in a safe manner, including a safe access from the hoist to the deck and vice versa. Such access shall be gained directly by a platform securely guarded by handrails.

(ii)Efficient hand gear shall be provided to lower or recover the person or persons carried, and kept ready for use in the event of power failure.

(iii)The hoist shall be securely attached to the structure of the ship. Attachment shall not be solely by means of the ship's side rails. Proper and strong attachment points shall be provided for hoists of the portable type on each side of the ship.

(iv)If belting is fitted in the way of the hoist position, such belting shall be cut back sufficiently to allow the hoist to operate against the ship's side.

(v)A pilot ladder shall be rigged adjacent to the hoist and available for immediate use so that access to it is available from the hoist at any point of its travel. The pilot ladder shall be capable of reaching the sea level from its own point of access to the ship.

(vi)The position on the ship's side where the hoist will be lowered shall be indicated.

(vii)An adequate protected stowage position shall be provided for the portable hoist. In very cold weather, to avoid the danger of ice formation, the portable hoist shall not be rigged until its use is imminent.

(g) Associated equipment

(i) The following associated equipment shall be kept at hand ready for immediate use when persons are being transferred:

(1)two man-ropes of not less than 28 mm in diameter properly secured to the ship if required by the pilot;

(2)a lifebuoy equipped with a self-igniting light;

(3)a heaving line.

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(ii) When required by paragraph (d), stanchions and bulwark ladders shall be provided.

(h) Lighting

Adequate lighting shall be provided to illuminate the transfer arrangements overside, the position on deck where a person embarks or disembarks and the controls of the mechanical pilot hoist.

Regulation 18

VHF radiotelephones

The text of this regulation has been deleted (see regulation IV/4-1(b)).

Regulation 19

Use of the automatic pilot

(a)In areas of high traffic density, in conditions of restricted visibility and in all other hazardous navigational situations where the automatic pilot is used, it shall be possible to establish human control of the ship's steering immediately.

(b)In circumstances as above, it shall be possible for the officer of the watch to have available without delay the services of a qualified helmsman who shall be ready at all times to take over steering control.

(c)The change-over from automatic to manual steering and vice versa shall be made by or under the supervision of a responsible officer.

(d)The manual steering shall be tested after prolonged use of the automatic pilot, and before entering areas where navigation demands special caution.

Regulation 19-1

Operation of steering gear

In areas where navigation demands special caution, ships shall have more than one steering gear power unit in operation when such units are capable of simultaneous operation.

Regulation 19-2

Steering gear: Testing and drills

(a) Within 12 h before departure, the ship's steering gear shall be checked and tested by the ship's crew. The test procedure shall include, where applicable, the operation of the following:

(i)the main steering gear;

(ii)the auxiliary steering gear;

(iii)the remote steering gear control systems;

(iv)the steering positions located on the navigation bridge;

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(v)the emergency power supply;

(vi)the rudder angle indicators in relation to the actual position of the rudder;

(vii)the remote steering gear control system power failure alarms;

(viii)the steering gear power unit failure alarms; and

(ix)automatic isolating arrangements and other automatic equipment.

(b) The checks and tests shall include:

(i)the full movement of the rudder according to the required capabilities of the steering gear;

(ii)a visual inspection of the steering gear and its connecting linkage; and

(iii) the operation of the means of communication between the navigation bridge and steering gear compartment.

(c)

(i)Simple operating instructions with a block diagram showing the change-over procedures for remote steering gear control systems and steering gear power units shall be permanently displayed on the navigation bridge and in the steering gear compartment.

(ii)All ships' officers concerned with the operation or maintenance of steering gear shall be familiar with the operation of the steering systems fitted on the ship and with the procedures for changing from one system to another.

(d)In addition to the routine checks and tests prescribed in paragraphs (a) and (b), emergency steering drills shall take place at least once every three months in order to practise emergency steering procedures. These drills shall include direct control from within the steering gear compartment, the communications procedure with the navigation bridge and, where applicable, the operation of alternative power supplies.

(e)The Administration may waive the requirement to carry out the checks and tests prescribed in paragraphs (a) and (b) for ships which regularly engage on voyages of short duration. Such ships shall carry out these checks and tests at least once every week.

(f)The date upon which the checks and tests prescribed in paragraphs (a) and (b) are carried out and the date and details of emergency steering drills carried out under paragraph (d), shall be recorded in the log-book as may be prescribed by the Administration.

Regulation 20

Nautical publications

All ships shall carry adequate and up-to-date charts, sailing directions, lists of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended voyage.

Regulation 21

International Code of Signals

All ships which, in accordance with the present Convention, are required to carry radio installations shall carry the International Code of Signals. This publication shall also be carried by any other ship which, in the opinion of the Administration, has a need to use it.

Regulation 22

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Navigation bridge visibility

(a) Ships of not less than 45 m in length as defined in regulation III/3.10, constructed on or after 1 July 1998, shall meet the following requirements:

(i)The view of the sea surface from the conning position shall not be obscured by more than two ship lengths, or 500 m, whichever is the less, forward of the bow to 10° on either side under all conditions of draught, trim and deck cargo.

(ii)No blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse forward of the beam which obstructs the view of the sea surface as seen from the conning position, shall exceed 10°.

The total arc of blind sectors shall not exceed 20°. The clear sectors between blind sectors shall be at least 5°. However, in the view described in paragraph (a)(i), each individual blind sector shall not exceed 5°.

(iii)The horizontal field of vision from the conning position shall extend over an arc of not less than 225°, that is from right ahead to not less than 22.5° abaft the beam on either side of the ship.

(iv)From each bridge wing the horizontal field of vision shall extend over an arc of at least 225°, that is from at least 45° on the opposite bow through right ahead and then from right ahead to right astern through 180° on the same side of the ship.

(v)From the main steering position the horizontal field of vision shall extend over an arc from right ahead to at least 60° on each side of the ship.

(vi)The ship's side shall be visible from the bridge wing.

(vii)The height of the lower edge of the navigation bridge front windows above the bridge deck shall be kept as low as possible. In no case shall the lower edge present an obstruction to the forward view as described in this regulation.

(viii)The upper edge of the navigation bridge front windows shall allow a forward view of the horizon, for a person with a height of eye of 1,800 mm above the bridge deck at the conning position, when the ship is pitching in heavy seas. The Administration, if satisfied that a 1,800 mm height of eye is unreasonable and impractical, may allow reduction of the height of eye but not to less than 1,600 mm.

(ix)Windows shall meet the following requirements:

(1)framing between navigation bridge windows shall be kept to a minimum and not be installed immediately forward of any workstation;

(2)to help avoid reflections, the bridge front windows shall be inclined from the vertical plane top out, at an angle of not less than 10° and not more than 25 °;

(3)polarized and tinted windows shall not be fitted; and

(4)at all times regardless of weather conditions, at least two of the navigation bridge front windows shall provide a clear view, and in addition depending on the bridge configuration, an additional number of windows shall provide a clear view.

(b)Ships constructed before 1 July 1998 shall, where practicable, meet the requirements of paragraphs (a)(i) and (a)(ii). However, structural alterations or additional equipment need not be required.

(c)With ships of unconventional design, which in the opinion of the Administration cannot comply with this regulation, arrangements shall be provided to achieve a level of visibility that is as near as practical to those prescribed in this regulation."

Regulation 23

Operational limitations

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Chapter V Safety of Navigation

(This regulation applies to all passenger ships to which chapter I applies)

1 On passenger ships constructed before 1 July 1997, the requirements of this regulation shall apply not later than the date of the first periodical survey after 1 July 1997.

2 A list of all limitations on the operation of a passenger ship including exemptions from any of these regulations, restrictions in operating areas, weather restrictions, sea state restrictions, restrictions in permissible loads, trim, speed and any other limitations, whether imposed by the Administration or established during the design or the building stages, shall be compiled before the passenger ship is put in service. The list, together with any necessary explanations, shall be documented in a form acceptable to the Administration, which shall be kept on board readily available to the master. The list shall be kept updated. If the language used is not English or French, the list shall be provided in one of the two languages.

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Chapter VI - Carriage of cargoes

Chapter VI

Carriage of cargoes

Part A

General provisions

Regulation 1 Application

Regulation 2 Cargo information

Regulation 3 Oxygen analysis and gas detection equipment

Regulation 4 The use of pesticides in ships

Regulation 5 Stowage and securing

Part B

Special provisions for bulk cargoes other than grain

Regulation 6 Acceptability for shipment

Regulation 7 Loading, unloading and stowage of bulk cargoes

Part C

Carriage of grain

Regulation 8 Definitions

Regulation 9 Requirements for cargo ships carrying grain

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Chapter VI - Carriage of cargoes

Chapter VI

Carriage of cargoes

Part A

General provisions

Regulation 1

Application

1 This chapter applies to the carriage of cargoes (except liquids in bulk, gases in bulk and those aspects of carriage covered by other chapters) which, owing to their particular hazards to ships or persons on board, may require special precautions in all ships to which the present regulations apply and in cargo ships of less than 500 gross tonnage. However, for cargo ships of less than 500 gross tonnage, the Administration, it if considers that the sheltered nature and conditions of voyage are such as to render the application of any specific requirements of part A or B of this chapter unreasonable or unnecessary, may take other effective measures to ensure the required safety for these ships.

2 To supplement the provisions of parts A and B of this chapter, each Contracting Government shall ensure that appropriate information on cargo and its stowage and securing is provided, specifying, in particular, precautions necessary for the safe carriage of such cargoes.

Regulation 2

Cargo information

1 The shipper shall provide the master or his representative with appropriate information on the cargo sufficiently in advance of loading to enable the precautions which may be necessary for proper stowage and safe carriage of the cargo to be put into effect. Such information shall be confirmed in writing ] and by appropriate shipping documents prior to loading the cargo on the ship. For the purpose of this regulation the cargo information required in subchapter 1.9 of the Code of Safe Practice for Cargo Stowage and Securing, adopted by the Organization by resolution A.714(17), as may be amended, shall be provided. Any such amendment to subchapter 1.9 shall be adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.

2 In the case of bulk cargo, information on the stowage factor of the cargo, the trimming procedures, likelihood of shifting including angle of repose, if applicable, and any other relevant special properties. In the case of a concentrate or other cargo which may liquefy, additional information in the form of a certificate on the moisture content of the cargo and its transportable moisture limit.

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Chapter VI - Carriage of cargoes

3 Prior to loading cargo units on board ships, the shipper shall ensure that the gross mass of such units is in accordance with the gross mass declared on the shipping documents.

Regulation 3

Oxygen analysis and gas detection equipment

1 When transporting a bulk cargo which is liable to emit a toxic or flammable gas, or cause oxygen depletion in the cargo space, an appropriate instrument for measuring the concentration of gas or oxygen in the air shall be provided together with detailed instructions for its use. Such an instrument shall be to the satisfaction of the Administration.

2 The Administration shall take steps to ensure that crews of ships are trained in the use of such instruments.

Regulation 4

The use of pesticides in ships

Appropriate precautions shall be taken in the use of pesticides in ships, in particular for the purposes of fumigation.

Regulation 5

Stowage and securing

1 Cargo and cargo units carried on or under deck shall be so loaded, stowed and secured as to prevent as far as is practicable, throughout the voyage, damage or hazard to the ship and the persons on board, and loss of cargo overboard.

2 Cargo carried in a cargo unit shall be so packed and secured within the unit as to prevent, throughout the voyage, damage or hazard to the ship and the persons on board.

3 Appropriate precautions shall be taken during loading and transport of heavy cargoes or cargoes with abnormal physical dimensions to ensure that no structural damage to the ship occurs and to maintain adequate stability throughout the voyage.

4 Appropriate precautions shall be taken during loading and transport of cargo units on board ro-ro ships, especially with regard to the securing arrangements on board such ships and on the cargo units and with regard to the strength of the securing points and lashings.

5 Containers shall not be loaded to more than the maximum gross weight indicated on the Safety Approval Plate under the International Convention for Safe Containers (CSC).

6 Cargo units, including vehicles and containers, shall be loaded, stowed and secured throughout the voyage in accordance with the Cargo Securing Manual approved by the Administration. In ships with ro-ro cargo spaces, as defined in regulation II-2/3.14, all securing of cargo units, in accordance with the Cargo Securing Manual, shall be completed before the ship leaves the berth. The Cargo Securing Manual shall be drawn up to a standard at least equivalent to the guidelines developed by the Organization.

Regulation 5

Stowage and securing

1 Cargo and cargo units carried on or under deck shall be so loaded, stowed and secured as to prevent as far as is practicable, throughout the voyage, damage or hazard to the ship and the persons on board, and loss of cargo

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Chapter VI - Carriage of cargoes

overboard.

2 Cargo carried in a cargo unit shall be so packed and secured within the unit as to prevent, throughout the voyage, damage or hazard to the ship and the persons on board.

3 Appropriate precautions shall be taken during loading and transport of heavy cargoes or cargoes with abnormal physical dimensions to ensure that no structural damage to the ship occurs and to maintain adequate stability throughout the voyage.

4 Appropriate precautions shall be taken during loading and transport of cargo units on board ro-ro ships, especially with regard to the securing arrangements on board such ships and on the cargo units and with regard to the strength of the securing points and lashings.

5 Containers shall not be loaded to more than the maximum gross weight indicated on the Safety Approval Plate under the International Convention for Safe Containers (CSC).

6 All cargoes, other than solid and liquid bulk cargoes, shall be loaded, stowed and secured throughout the voyage in accordance with the Cargo Securing Manual approved by the Administration. In ships with ro-ro cargo spaces, as defined in regulation II-2/3.14, all securing of such cargoes, in accordance with the Cargo Securing Manual, shall be completed before the ship leaves berth. The Cargo Securing Manual shall be drawn up to a standard at least equivalent to relevant guidelines developed by the Organization .

Part B

Special provisions for bulk cargoes other than grain

Regulation 6

Acceptability for shipment

1 Prior to loading a bulk cargo, the master shall be in possession of comprehensive information on the ship's stability and on the distribution of cargo for the standard loading conditions. The method of providing such information shall be to the satisfaction of the Administration.

2 Concentrates or other cargoes which may liquefy shall only be accepted for loading when the actual moisture content of the cargo is less than its transportable moisture limit. However, such concentrates and other cargoes may be accepted for loading even when their moisture content exceeds the above limit, provided that safety arrangements to the satisfaction of the Administration are made to ensure adequate stability in the case of cargo shifting and further provided that the ship has adequate structural integrity.

3 Prior to loading a bulk cargo which is not a cargo classified in accordance with the provisions of regulation VII/2 but which has chemical properties that may create a potential hazard, special precautions for its safe carriage shall be taken.

Regulation 7

Loading, unloading and stowage of bulk cargoes

1 For the purpose of this regulation, terminal representative means a person appointed by the terminal or other facility, where the ship is loading or unloading, who has responsibility for operations conducted by that terminal or facility with regard to the particular ship.

2 To enable the master to prevent excessive stresses in the ship's structure, the ship shall be provided with a booklet, which shall be written in a language with which the ship's officers responsible for cargo operations are familiar. If this language is not English, this ship shall be provided with a booklet written also in the English

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Chapter VI - Carriage of cargoes

language. The booklet shall, as a minimum, include:

.1 stability data, as required by regulation II-1/22;

.2 ballasting and deballasting rates and capacities;

.3 maximum allowable load per unit surface area of the tank top plating;

.4 maximum allowable load per hold;

.5 general loading and unloading instructions with regard to the strength of the ship's structure including any limitations on the most adverse operating conditions during loading, unloading, ballasting operations and the voyage;

.6 any special restrictions such as limitations on the most adverse operating conditions imposed by the Administration or organization recognised by it, if applicable; and

.7 where strength calculations are required, maximum permissible forces and moments on the ship's hull during loading, unloading and the voyage.

3 Before a solid bulk cargo is loaded or unloaded, the master and terminal representative shall agree on a plan which shall ensure that the permissible forces and moments on the ship are not exceeded during loading or unloading, and shall include the sequence, quantity and rate of loading or unloading, taking into consideration the speed of loading or unloading, the number of pours and the deballasting or ballasting capability of the ship. The plan and any subsequent amendments thereto shall be lodged with the appropriate authority of the port State.

4 Bulk cargoes shall be loaded and trimmed reasonably level, as necessary, to the boundaries of the cargo space so as to minimize the risk of shifting and to ensure that adequate stability will be maintained throughout the voyage.

5 When bulk cargoes are carried in 'tween-decks, the hatchways of such 'tween-decks shall be closed in those cases where the loading information indicates an unacceptable level of stress of the bottom structure if the hatchways are left open. The cargo shall be trimmed reasonably level and shall either extend from side to side or be secured by additional longitudinal divisions of sufficient strength. The safe load-carrying capacity of the 'tween-decks shall be observed to ensure that the deck-structure is not overloaded.

6 The master and terminal representative shall ensure that loading and unloading operations are conducted in accordance with the agreed plan.

7 If during loading or unloading any of the limits of the ship referred to in paragraph 2 are exceeded or are likely to become so if the loading or unloading continues, the master has the right to suspend operation and the obligation to notify accordingly the appropriate authority of the port State with which the plan has been lodged. The master and the terminal representative shall ensure that corrective action is taken. When unloading cargo, the master and terminal representative shall ensure that the unloading method does not damage the ship's structure.

8 The master shall ensure that the ship's personnel continuously monitor cargo operations. Where possible, the ship's draught shall be checked regularly during loading or unloading to confirm the tonnage figures supplied. Each draught and tonnage observation shall be recorded in a cargo log-book. If significant deviations from the agreed plan are detected, cargo or ballast operations or both shall be adjusted to ensure that the deviations are corrected.

Part C

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Chapter VI - Carriage of cargoes

Carriage of grain

Regulation 8

Definitions

For the purpose of this part, unless expressly provided otherwise:

1 International Grain Code means the International Code for the Safe Carriage of Grain in Bulk adopted by the Maritime Safety Committee of the Organization by resolution MSC.23(59) as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I.

2 The term grain includes wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof whose behaviour is similar to that of grain in its natural state.

Regulation 9

Requirements for cargo ships carrying grain

1 In addition to any other applicable requirements of the present regulations, a cargo ship carrying grain shall comply with the requirements of the International Grain Code, and hold a document of authorization as required by that Code. For the purpose of this regulation, the requirements of the Code shall be treated as mandatory.

2 A ship without such a document shall not load grain until the master satisfies the Administration, or the Contracting Government of the port of loading on behalf of the Administration, that the ship will comply with the requirements of the International Grain Code in its proposed loaded condition.

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